Power transmission control means



Aug*- 19 1947' v.E.MA1'uLArr|s 2,425,889

POWER TRANSMISSION CONTROL FANS Filed Sept. 11, 1941 4 Sheets$heet l wyJ IN1/124 Nro A118 '19, 1947. l v. E. MA-ruLArrls 2,425,839

POWER TRANSMISSION CONTROL MEANS Filed Sept. 11, 1941 4 Sheets-Sheet 254 "28 2 4.9!; J5 ,la 455 75 23 Il \v I 'w//77/// l l I l j I s ..5 ya44 24 \iw J 4d K EELA Ax ToR AITORNEg; I

Aug. 19, A1947.

v. E, MATULAITIS OWBR TRANSMISSION CONTROL MEANS Filed Sept. 11, 1941 4Sheets-Sheet 5 IN'VBN TOR Aug- 19, 1947- v. E. MATULAms 2,425,889.

POWER TRANSMISSION CDNTROL ME'AS Filed Sept. 11, 1941 4 Sheets-*Sheet 4Patented ugrlg, 1947 2,425,889 POWER TRANSMISSION CONTROL MEANS VictorE. Matulaitis, Detroit, Mich., assignor to Chrysler Corporation,Highland Park, Mich.l a corporation oi Delaware Application September11, 1941, Serial No. 410,393

f 11 Claims.

This invention relates to motor vehicles and refers more particularly topower transmission and control mechanism therefor.

My invention has particular reference to transas at the instrument panelwhere it isprotected.

there is therefore no likelihood of the ignition becoming grounded byaccumulation of dirt at the interrupter switch at times when it isdesired to mission systems in which the torque load is re- 5 maintainthe engine in constant tiring condition. lieved, as by momentaryinterruption of the en- Further` objects of my invention include thegine ignition or oy other suitable means, in order provision of animproved control means accordto unload positively engageable drivecontrol eleing to the aforesaid objects, wherein the governor ments soas to facilitate disengagement of such switch and kickdown switch arearranged in parelements. One example of such a transmission is allelcircuits rather than in series circuits as set described and claimed inthe copending applicaforth in my copending application Serial No. tionof Carl A. Neracher et al., Serial No. 335,310, 405,947, led August 8,1941. In my copending led May 15, 1940. application the governor andkickdown switches It is an object of my invention to provide arearranged in series and selectively open for improved ignitioninterruption control means directing transmission step-down and closefor adapted for use with a transmission control of step-up. However, itis sometimes desirable to the general type aforesaid and which iscapable incorporate my improvements for control systems of beingemployed in a parallel arrangement of wherein the governor and kickdownswitches are kickdown and governor switches without resultof the typewhich close for step-down. The latter ing in engine missing or ignitioninterruption on system of switches is at present employed in the thereturn stroke of the piston or other prime 1941 models of two fluiddrive automobiles. In mover operator, such interruption occurring onlyorder to utilize certain of the benefits of the imlat the desired timeto facilitate relative disenprovements set forth in my copendingapplication gagement of the drive control elements. it would benecessary to re-design the governor Another object is to provideimproved and simand kickdown switches in order to reverse their pliedmeans for controlling the torque-relieving functions and this entailsseveral undesirable eleor torque reversingv means. ments includingadditional cost. One object of Another object is to provide atransmission conmy subject application iS therefore to provide a trolwhich is more fool-proof in its operation and novel control system whichwill utilize the advanin the general drive functions of the vehicle.tages of the SYStem Set forth in my copending A still further object isto provide improved application and Which 1S adaptable to Controlcontrol means for the torque-relieving means Systems wherein thegovernor end kickdown whereby the torque relief is brought about onlyswitches or either of such switches may be of the as an incident to theone desired direction 0f aforesaid Comercial form Without requiringtheir movement of the actuating means for the movredesign. able orshitable drive control element and not In carrying out my invention, inits more speduring the return direction of movement of this cic aspectsand in comparison with my discloactuating means. sure in my,aforesaidcopending application, IV

Another object is to provide a simple electrical provide a primary setof relay points which still system for controlling ignitioninterruption, my close for step-down or kickdown as it is comsystemaccommodating use of a simple and cheap monly called, but which now areclosed by enerat strip type interruptor switch of the well knowngization of the relay coil instead of by de-enerdoor bell type.gization. Such arrangement partly compensates A further object is toprovide a novel electrical for the employment of governor and kickdownsystem incorporating relay means for protecting switches of relativelyopposite or reverse functhe ignition against interruption at times othertions. I further introduce an auxiliary of secthan when desired. ondaryset of relay points in order to fully com- Another object is to providean improved elecpensate for the relatively oppositely functioning tricalsystem incorporating relay means so arswitches and I have included theholding coil or ranged as to protect the ignition grounding wire otherelectrical change speed control device in against a "hct lead at theprime mover unit and the relay circuit. By Such arrangement I have atthe interrupter switch especially during the made possible the use ofcommercial switches time of operation of the transmission in the drivewhile providing most of the improvements afratio formost of thedriving.l Inasmuch as the forded by arranging the switches inseries andrelay means may be located at any desired point, -reversing thefunctions thereof.

accompanying Further objects and advantages of my invention reside inthe novel combination and arrangement of parts more particularlyhereinafter described and claimed, reference being had to the drawings,in which:

Fig. 1 is a side elevational view showing the motor vehicle engine andpower transmission.

Fig. 2 is a longitudinal sectional elevational view through the mainclutching mechanism.

Fig. 3 is a similar view through the change speed transmission.

F18. 4is a detail clutch as seen in Fig. 3.

Fig. 5 is a sectional plan view illustrated as a development accordingto line 5-5 of Fig. 4, the automatic clutching sleeve being released.

Fig. 6 is a similar view showing the automatic clutching sleeve in litsintermediate shift posrtion during the drive blocking condition.

Fig. 7 is a similar View showing the automatic clutching sleeve in itscoasting relationship for the Fig. 6 showing, the clutching sleeve beingunblocked during coast'for its clutching movement.

Fig. 8 is asimilar view showing the automatic clutching sleeve in fullclutching engagement.

' Fig.' 9 is a view similar to Fig. 5 but showing the automaticclutching sleeve in its other intermediate shift position during thecoast blocking condition.

Fig. 10 is a sectional elevational view taken Fig. 3 but showing onlythe upper portion of the transmission mechanism and particularly thelever operating mechanism for the automatic clutching sleeve.

Fig. 11 is a diagrammatic view of the control mechanism for theautomatic clutching, sleeve, the latter being shown in its releasedposition.

Fig. 12 is a sectional Velevational view taken as indicated by line|2-.|2 of Fig. 11.

Fig. 13 is a detailenlarged sectional plan view taken as indicated byline .I3-I3 of Fig. 12.

Fig. 14 is a view generally similar to Fig. l1 but illustrating theparts in positions corresponding to engaged position of the automatic'clutching sleeve. g

While my control may be employed in conjunction with various types andarrangements of motor vehicle-transmissions, especiallywhere a pair ofrelatively movable positively engageable drive control elements isemployed, in order to illustrate one driving system, I have shown mylnvention in connection with certain parts of the aforesaid Neracher etal. application.

In the drawings A represents the internal combustion engine which drivesthrough fluid coupling B and conventional type of friction main clutch Cto the speed ratioy transmission D whence thedrive passes from. outputshaft 20 to drive the 'rear vehicle wheels in the usual manner.

The engine crankshaft 2| carries the vaned fluid coupling impeller 22which in the Well known manner drives the vaned runner 23 whence thedrive passes through hub 24 to clutch driving member 25. This memberthen transmits the drive, when clutch C is engaged as in Fig. 2, throughdriven member 26 to the transmission driving shaft 21 carrying the maindrive pinion 28. A clutch pedal 29 controls clutch C such that when thedriver depresses this pedal, collar 30 is thrust forward to cause levers3| to release the clutch driving pressure plate 32 against springsj33thereby releasing vthe drive between runner 23 and shaft 21. The primaryfunction of the main clutch C is to enable the driver to make enlargedview of the blocker gears 36 and 31;

4 e shifts between neutral, forward, and reverse in transmission D.

Referring to the transmission, pinion 28 is in constant mesh with gear34 which drives countershaft 35 through an over-running clutch E of theusual well known type such that when shaft 21 drives in its usualclockwise direction (looking from front to rear) then clutch E willengage to lock gear 34 to countershaft 35 Whenever the gear 34 tends todrive faster than the countershaft. However, whenever this gear 34 tendsto rotate slower than the countershaft then clutch E will automaticallyrelease whereby shaft 21, under certain conditions, may readily drop itsspeed while countershaft 35 continues to revolve.

Countershaft 35 comprises cluster gea'rs 36, 31 and 38 whichrespectively provide drives in rst, third andreverse. Freely rotatableon shaft 2|! are the first and third driven gears 39 and 40 respectivelyin constant mesh with countershaft A hub 4| is splined on shaft 20 andcarries therewith a manually shiftable sleeve 42 adapted to shift fromthe Fig. 3 neutral position either-rearwardly to clutch with teeth 43 of'gear 39 or else forwardly to clutch with teeth 44 of gear 40. Sleeve 42is operably connected to shift rail 45 adapted for operation by anysuitable means under shifting control of the vehicle driver. i

Shaft 2li also carried reverse driven gear 46 fixed thereto.` A reverseidler gear 41 is suitably mounted so that when reverse drive is desired,idler 41 is shifted into mesh with gears 38 and 43.

First, third and reverse speed ratio drives and neutral are under manualshift control of the vehicle driver, the main clutch C being released.

by depressingl pedal 29 in shifting into any one of these drives.

First is obtained by shifting sleeve42 to clutch with teeth 43, thedrive passing from engine A, through fluid coupling B, clutch C andshaft 21 to pinion 28, thence through gear 34 and clutch E tocountershaft 35. From the countershaft the drive is through gears 36, 39and sleeve 42l to shaft 20.

Third is obtained by shifting sleeve 42 to clutch with teeth 44, thedrive passingfrom the engine to the countershaft 35 as before, thencethrough gears 31, 40 and sleeve 42 to shaft 20.

Reverse is obtained by shifting idler into mesh with gears 38, 46,sleeve 42 being in neutral, the reverse drive passing from the engine tothe countershaft 35`as before, thence through gears 38, 41 and 46 toshaft 20.

sudabiy splined on teeth 4a carried by gear 4u is the automaticclutching sleeve F which, under certain conditions, is adapted to shiftforwardly to clutch with teeth 49 carried by pinion 28 therebypositively clutch shaft .21 directly to gear 40. The sleeve F is adaptedto step-up the speed ratio drive from first to second and from third tofourth which is a direct drive speed ratio. Control means is providedwhich limits clutching of sleeve F`to approximate synchronism with teethWhen this occurs, the engine'- slow down while shaft 20 alongwith gears35 and 36 continue their speeds by accommodation of clutch E which nowoverruns. The engine pinion 28 through sleeve F `to gear 40 thencethrough gears 3l, 36 and 39 to sleeve 42 and shaft 20, the clutch Eoverrunning.

When driving in third, fourth or `direct is ob# tained just as forsecond by driver-release of the accelerator pedal and resulting shift ofsleeve F to clutch with teeth 49 when these parts are synchronlzed byreason of the engine coasting down from the drive in third. The directdrive is a two-way drive asA follows: pinion 28 through sleeve F to geariii` thence directly through sleeve 42 to shaft 20, clutch E overrunningas before.

Referring to Figs. 4 to 9 there is shown the blocking means forcontrolling clutching shift of sleeve F so as to limit clutching thereofto engine coasting and synchronous relationship of the clutching parts.Sleeve F is provided with a series of pairs of what may be termed longand short teeth 56, 5l certain of which may be bridged or joinedtogether. A blocker ring- 52 is provided with blocking teeth 53 whicheither lie in the path of forward shift of teeth 50 or 5| or else.During drive in first and third, the speed of shaft 2l exceeds thespeed of gear 40 so that, if

sleeve F is fully released, the parts will be positioned as in Fig. 5wherein the blocker teeth 53 are axially in alignment with the shortteeth 5|. If now the sleeve F is urged forwardly it will move to theFig. 6 position of drive blocking and will remain in this blockedposition as long as the engine drives the car in lrst or third.

If now the driver releases the accelerator pedal 29 that the engine maycoast down under accommodation of overrunning clutch E, while sleeve Fis urged forwardly, then when pinion 28 is reduced in speed to that ofsleeve F slight further drop in speed of pinion 28 for a fraction of arevolution below the speed of sleeve F will cause blocker 52 to rotateslightly relative to sleeve F until blocker teeth 53 strike the adjacentsides of long teeth 5i) as in Fig. 7 thereby limiting further reductionin speed of the blocker relative to sleeve F. At this time the sleeve Fis free to complete its forward clutching shift with teeth 49, as inFig. 8, the blocker teeth 53 passing between adjacent long and shortteeth blocked by engagement of long teeth 56 with the l blocker teeth 53as shown in Fig. 9. This is referred to as the coast blocking condition.If now the engine is speeded up by the driver depressing the acceleratorpedal in the usual manner, then the engine and blocker 52 rotateforwardly and blocker teeth 53 move over to the Fig. 6 drive blockingposition thereby jumping the gap between teeth 50 and 5l. This is theprimary reason for providing the long and short-teeth Iwhereby sleeve Fclutches only from the drive blocking condition followed by engine coastwhich protects the teeth and avoids harsh clutching effects on thepassengers and transmission mechanism. On accelerating the engine fromthe Fig. 9 coast blocking condition, the engine comes up to a speedlimited by engagement of the overrunning clutch E for drive in eitherrst or third depending on the setting of the manual shiftable sleeve 42.Then on releasing the accelerator pedal the sleeve F will synchronouslyclutch with teeth 49 during coast to step-up the drive 'to either secondor fourth, as aforesaid.

The transmission is provided with prime mover means for controllingshift of sleeve F along with several control means. Referringparticularly to Figs. 11 and 14, there is illustrated a pressure fluidoperated motor G utilizing differential air pressure for its operation.For convenience this motor is arranged to operate by the vacuum" in theintake manifold system of the engine under4 control of electromagneticmeans.

Forward shift of sleeve F is effected, under control of motor G, byreason of a spring 58 having its upper end fixed by engaging theoutboard portion of a transverse shaft 59 fixed in the housing of.transmission D. Mounted to freely rock v on shaft 59 is a shift yoke 60which engages the shift groove 6I of sleeve F, this yoke having one ofits arms provided with a forwardly extending lever 62 carrying a lateralpin 63'which engages the yoke portion 64 of an upstanding lever 65. Thislever 65 is fixed tol the inboard end of a rockshaft 66 the outboard endof which has fixed thereto a bell-crank follower lever member havinglevers arms`6l and 6B. The end of lever 68 is connected to the lower endof spring 58 and lever 61 carries an actuating abutment portion 69.

Spring 58 acts to yieldingly urge engagement of sleeve F, acting throughlever 68, shaft 66 and lever 65, to Acause pin 63 to swing yoke 6l)forwardly on its shaft 59 until, when sleeve F is fully engaged, a stoppin 1l engages the forward at face 'I2 of lever 62. This limits rearwardswing of lever 6l.

The motov G comprises a central body part 13 to which is secured therear part 14 and the forward cylindrical closure part l5. A piston 'i6slidably ts within cylinder l5 and is centrally secured to the rearportion of a hollow reciprocatory leader member or piston rod Tl. Theforward end of this piston rod carries an abutment leader rod or pin 'i8xed thereto and arranged to engage abutment 69 during its arcuate swingabout the axis of shaft 66. The rear end of rod 11 is slidably mountedon a tubular support guide 19 which is part of a fixed assembly H forthe coil and inner and outer fiux-directing iron cylinders 8|, 82connected by non-magnetic spacers 83, 84. A ferrous ring 85 is arrangedwith a gap between the front ends of cylinders 8| and 82 to provide ashunt flux path.

Thrusting forwardly on piston 16 is a sleeve-l releasing or kickdownspring 86 of much greater force than that of spring 58 so that spring 86can act to release sleeve F as in Fig'. 11. In order to releasably holdthe piston in its Fig. 14 position, a plate armature 81 isilxed to therear face of the piston and adapted to engage the front ends ofcylinders 8|, 82 to complete the uxlpath at this point. Theelectromagnet R is of suillcient strength to hold piston 16 retractedagainst the force of spring 86. V

At the rear of the part 13 there is provided a Vsecond plate amature 88engageable as in Fig.

8 cal'recess |08 of the part 14. A spring I|0 acts between plate |08'and disc |08 to bias conductor cup or plunger- 80b which houses a spring90. l

This spring acts between head 90* and the forward end 80l of plunger 80band with the piston 16 projected forwardly as in Fig. 11, the spring 80cis vsubstantially unloaded and plunger 90b is extended forwardly to itslimit determined by engagement of the rear inturned end of the sleevewith the rodhead80a. In such position the rear `at face 90e of leaderrod 18 is spaced forwardly from the plunger end 90d. This arrangementprovides an overtravel or lost-motion operating connection between rod80 and piston 16 the purpose of which will be presently more apparent.Sleeve 88 mounts a support 8| carrying va. valve member 82, a spring 83acting between the rear end of the xed guide 18 and sleeve 88 so as' tobias valve member 92 to its Fig. 11 position of shutting off vacuumsupply to the cylinder chamber 84 and venting thesame.

The part 14 is formed with a valve seat 95 cooperable with valve 92 tocontrol supply of vacuum from pipe 86 (Fig. l) to chamber 81 in part |01into switch-open position as in Fig. 1l, a.

shoulder III limiting forward movement of the i disc.

The arrangement is Isuch that when piston 16 is retracted by vacuum fromits Fig. 11 position to its Fig. 14 position, the face 80 strikesplunger end 80d and compresses spring 90"l until rod 80 is movedrearwardly overcoming spring |I and moving disc |00 rearwardly to closeswitch K.

,The last portion of the rear movement of piston 18 is accommodated bythe overtravel spring 00 whereby the plunger 90b moves rearwardlyrelative to rod 80 until the parts reach their Fig. 14 position at whichtime the electromagnet H will hold the piston in such retracted positionirrespective of the continuance of vacuum in chamber 84. Ihe overtravlspring allows the switch K to close ahead of seating of armature 81 atthe coil of ythe electromagnet and thereby also allows the 14, thischamber being always directly open to the working chamber 84 by a,passage 88 as shown in Figs. 12 and 13. Pipe 86 extends forwardly forcommunication with the vacuum in the engine intake manifold J. The part13 has a valve seat 98 also cooperable with valve 82 t0 control ventingcommunication between chambers 84, 91 and vent pipe |00 which has onebranch l0| leading to the atmosphere at the air cleaner |02 and a secondbranch |03 open to the cylinder chamber |04 forwardly of piston 16. Itwill be v.apparent that when the electromagnet H is energized, ar-

. mature 88 will` move forwardly to its Fig. 14 position of placingchamber 84 in communication with the intake manifold J, and when theelectromagnet is de-energized as in Fig. 11 then spring 83 will biasvalve 92 so as 'to vent chamber 84.

I have provided means functioning to relieve the thrust-applicationbetween the teeth of sleeve F and the teeth 49 thereby facilitatingmovement of the drive control'sleeve'element F from its Fig. 14 positionof engaging relationship into its Fig. ll position of disengagingrelationship with respect to teeth 48. This relief4 means is in the formof a system of grounding the primary terminal of the usual distributerof the engine ignition system whereby the engine ignition may be ton.

.As will be presently more apparent, ignition in'- terruption is undercontrol of a relay such that the ignition is not necessarily groundedwhen switch K is closed as in Fig. 14. However when piston 16 starts itsoutward stroke, the ignition is at such time interrupted and willordinarily remain interrupted until switch-K opens. Thus the time ofinterruption may be as long as desired by relatively proportioning theforces exerted by springs 80 and I|0 as well as the arrangement ofspacing of the face 90 and plunger 90d and other variables as will bereadily understood. In practice I have found that an interruption ofabout one-third of the-outward piston stroke is satisfactory for thearrangement illustrated and accordingly the illustrated parts are soarranged that switch K will open at about one-third of the piston strokein moving from the Fig. 14 position to the Fig. 11 position.

In order to effect disengaging shift of sleeve F, the parts beingpositioned as in Fig. 14 with switch K closed, the electromagnet isde-energized with accompanying grounding ofthe ignition by relaycontrol, whereupon spring 83 moves valve 82 to its Fig. l1 ventingposition. With the chamber 84 vented, spring 86 is then free to movepiston 16 forward which it does because the ignition is interrupted andthe torque thereby relieved at the teethvof sleeve F. After the pistonhas completed about one-third of its stroke, the switch K opens by itsspring H0, which is at that time able to push rod 90 forward against theunloaded spring 80, and the ignition is restored for the remainder ofthe forward piston stroke because the'grounding wire of the ignition isbroken at switch K.

are adapted to be bridged for switch closing funcl tion by a spring fiatconductor |01 carried by an insulating disc |08 .which is slidable in acylindri- When piston 16 moves from its Fig 11 position to its Fig. 14position, switch K closes during the latter part of the piston travel asaforesaid but the ignition is not thereby grounded orfinterruptedbecause of the relay control. Thus there is no engine missing during theengaging movment of sleeve F .corresponding to inward travel of thepiston.

It is deemed preferable to provide fa speed control on the energizationof the electromagnetic coil so as to insure automatic release of sleeveF blow a predetermined car speed and to accommodate automatic engagementof sleeve F above a predetermined car speed. Whenever the Icar vis inforward driving condition the manual sleeve 42 is either shiftedrearwardly to the low range or forwardly to the high range so that bydrivinga governor from the countershaft 35 it is possible to provideaLspeed control operated proportionate to the speed of travel of thecar. Driven from countershait gear |30 is a governor M of any suitabletype, this governor operating a sleeve |3| outwardly along its driveshaft |32 as the car speed reaches a predetermined point, the break-awaybeingunder control of a detent |33 if desired. I use the term "governorin a broad sense to dene speed responsive means of any suitable type.

The sleeve |3| has a shoulder |364 engaged by the swinging switch |35 ofthe governor switch N. When the car is stationary the detent |33 isengaged and switch N is closed. As the car accelerates, the governorieventually reaches its critical KK speed and detent |33 releasesthereby causing switch N to open. As the car slows down, the

governor spring |36 restores the parts to the Fig. 11 position and byproportioning the various parts it is obvious that switch N may be madeto function at desired speeds proportionate to car travel. As an exampleof one arrangement of governor operation and gearing arrangement, thegovernor may be made to open switch N during car accel-k eration in rstand third respectively, at approximately '1 and 15 M. P. H. (miles perhour), the

` switch N closing on stopping the car in direct and second atapproximately '1 and 3 M. P. Hfrespectively.

The driver operated ignition switch is designated at O and comprises aconductor |31 which, in the Fig. 11 `position showing the switch on orclosed, electrically connects contacts |38 and by conductor |66branching 'therefrom to the engine ignition system herein shown in 4partas comprising coil |61 and distributor ||1 havingd the primary terminali6.

A second conductor |68 branches from con-'1 ductor |65 to the coil |49of ther single throw double pole relay Q, thence by conductor to thebranch conductors |5|, |52. The branch |5| extends to the kickdownswitch P and thence to ground |53. Branch |52 extends to the governorswitch N and thence to ground |54. The switch P is normally open and isclosed preferably by a full depression of accelerator pedal 50' actingthrough link |55 and a bell-crank lever |56 pivotally mounted at |51.Lever |56 actuates a link |59 which. extends forwardly (Fig. l) toadjust the engine throttle valve lever |59. When pedal 50 is thusdepressed, thev lever |59 is positioned to fully open the throttle valve|60 and as the throttle valve is adjusted in its wide-open range thelever |56 closes switch P to ei'ect a step-down n the transmission fromfourth to third or from second to first by de-energizing the coil 80 byreason. of relay control.

Switches P and N are in parallel of which includes relay coil I 49.relay coil circuit is as, follows: ground |44 to battery |413 thence byconductor |42 to ammeter |4| and by conductor |40 to ignition switch O.'From switch O this circuit extends through conductors |145 and |68 torelay coil |49 and thence by conductors |50 and |5| through switch P,when closed, to ground |53 to complete the circuit. The governor relaycoil circuit is the same as the kickdown relay coil circuit as ar asconductor |50 whence this circuit extends by concircuits, each Thekickdown' |64. Point |62 is swung into contact with point |63 byenergizing relay coil |69 and is biased by a spring |65 to a positionout of contact with point |63, this spring acting on the swingingauxiliary or secondary point |66 engageablc with the companion xedsecondary point |61. Points |66 and |62 swing together by reason of aconnection conventionally illustrated at |68 so that when the primarypoints |62, |63 are closed then the secondary points |66, |61 are open,and vice versa.

The holding coil circuitLis thesame as the kickdown relay coil andgovernor relay coil circuits to conductor |68 whence it branches atpoint |69, ahead of coil |49, and extends through con ductor |10 andsecondary relay points |66, |61 to conductor |1| to one end of coil 66,the other end being connected by conductor ground |13. n

It will be apparent that when either the governor switch N or kickdownswitch P is closed then coil |69 is energized by closing either thegovernor relay coil or the kickdown relay coil parallel circuits.Energizing relay coil |69, as in Fig. lLcauses primary points |62, |63to close and secondary points |66, |61 to open. When primary points l62, |63 are closed then the ignition grounding circuit is closedprovided interrupter switch K' is closed-viz., this ignition groundingcircuit is opened and closed by switch 'K when points |62, |63 areclosed. When points |66, |61' are open then the holding coil circuit isbroken and holding coils` 80 is de-energized to vent chamber'94 andallow spring 86L to'move piston 16 outwardly to the Fig. 11 position.

A |63 and' close points |66,j|61 to establish the of piston 16, therewill be no engine missing because the ignition grounding circuit betweenterminal ||6 and ground |64' willbe open at relay points |62, |63.

When the parts are positioned as in Fig. 14, closing of either ofvswitches'N or P will cause relay coil 49 to become energizedtherebyclosing'A points |62, |63 and opening points |66, |61. Whenpoints |66, |61 open then the electromagnet H is de-energized. Whenpoints |62, |63 close, switch' K being closed at this time, the ignitionwill'be grounded. As the piston 16 moves outward by the f kickdownspring 86, the ignition will be restored as aforesaid by the opening ofswitchK, relay |62, |63 remaining closed until switches N and P are bothopen to again de-energize relay coil |49 so that points |66, |61 willclose to energize coil 86 and so that points |62, |63 will open toprevent ignition interruption as the piston moves inwardly by vacuum toclose switch K and accommodate engagement of sleevev F. f

In the operation of the mechanism, the car at standstill and withignition switch O closed and the engine idling will cause governorswitch N to remain closed as in Fig. 11 thereby establishing thegovernor relay coil circuit and de-energizing coil 80 even though thekickdown switch P should be closed at this time. The parts are then intheir Fig. 11 positions with valve 92 seated at 95 so that vacuum atpipe 96 is shut off from chambers 91 and 94 while these chambers areopen through seat 99 to vent |60 thereby allowing spring 86 to holdpiston 16 and rod 11 forwardly projected and sleeve F disengaged.Armature 81 is thus positioned forwardly away from coil 80 and armature88 is positioned rearwardly from the coil but not so far but that itwill respond to energization of the coil. Spring 93 acting throughsleeve 89 is now acting to hold valve 92 against seat 95 as well as toposition armature 88 as in Fig. 11.

The driver now shifts sleeve 42 to either the high or low range andaccelerates the car, ordinetic attraction t0 the electromagnet means 8l,

82 the annulus 85 constituting a gap shunt for the electromagneticcircuit at this time.

When armature 88 moves forwardly,`valve 92 is caused to seat at 99. Thevent |0| is now shut off from chambers 91 and 94, the latter being opento the vacuum in manifold J through pipe 96, chamber 91, and passage 98.

As the 4vacuum in manifold J is now open to chamber 94, chamber |04being vented at |83, |0I, piston 16 movesrearwardly bringing armature 81in a position of electromagnetic attraction with respect to cylinders8|, 8,2 where it `is electromagnctically held independently of thepresence of vacuum in chamber 94. As soon as the driver allows theengine to coast, sleeve F will engage teeth 49 synchronously underaction of spring 58, to step-up the drive to either second or fourthalthough the step-up will be delayed by the blocker 52 until enginecoast thereby enabling' drive in the ,slower driving ratio of first orthird as long as desired.

If the car 'is initially accelerated in first above the governorcritical speed andthe engine allowedgto coast, then second willautomatically become operative. yThen if the driver shifts sleeve 42forwardly to the high range, third will of course be skipped and fourthwill be obtained because sleeve F will remain engaged. Ordinarily,especially where the car is equippedwith On bringing the car to a stopwhen sleeve F is clutched as in Ifourth, for example, the governor Mcloses the switch N to allow spring 8E to release sleeve F which it cando as the car is brought to a stop because of the low coasting torque.at the teeth of sleeve F. The interruption of the ignition system atthis time does not relieve or reverse the torque at the teeth of thesleeve unless the governor is arranged to close on coast down at a carspeed below or about equal to engine idle and such may be readilyprovided although by providing a spring 86 of proper strength the sleeveF will, in any event, release on car coast to a stop.

Whenever the car is driving in fourth or second above the governorcritical speed, a full depression of the accelerator pedal will causethe transmission to step-down to third or first by closing the kickdownrelay coil circuit,'the transmission stepup back to fourth or secondtaking place on release of the accelerator pedal with attendantsynchronization of sleeve F with teeth 49.

When the accelerator pedal is thus fully depressed for the kickdown,switch P closes thereby causing points |66, |61 to open forde-energizing coil 8U whereupon armature 86 moves-by spring 93 to shutoff the vacuum supply to chamber 94 and to vent this chamber. Relaypoints |62, |63 being closed, as well as switch K being closed, theignition grounding circuit is formed and piston 16 .is free to moveforwardly to release sleeve F because the torque load is relieved by theengine igntion interruption. After the piston completes about one-thirdof its forward stroke, switch K opens restoring the ignition andallowing the engine to rapidly speed up to pick up the drive in tooutward movement of piston 16 before the engine has time to impose adrive load on the teeth a fluid coupling B, the sleeve 42 may be left inits high range and all startsand stops Amade with` out furthershifting.This .is possible owing to slippage in the fiuidcoupling when. stoppingthe 'car for a tramc light and is practicable bec'ause the fluidcoupling allows high engine" torque for favorable .ca r acceleration andbecause governor M directs a downshift on bringing the car to rest. Thusthere is automatically provided a favorable of sleeve F.

When the driver releases the accelerator pedal, assuming governor switchN to be open, coi1 80 is energized by reason of points |66, |61 closing,to cause armature 88 to move to its Fig. 14 position causing valve 92 toagain supply vacuum to chamber 94, pointsfl62, |63 being open. tThereupon piston 16 moves inwardly to its Fig. 14 position, the ignitionnot being interrupted. As soon as the engine slows down to synchronizethe teeth 49 with sleeve F, the latter will then shift forwardly byspring 58 to restore direct drive from pinion 28 to gear 40.

'I'he relay Q .is de-energized at all times when coil is energized andthereforepoints |62, |63 are open during the drive in fourth which, ofcourse, constitutes the large majority of vehicle drive. Therefore thegrounding conductor or lead |64 to the interrupterswitch K is not a hotlead at such times and this greatly lessens the possibility of shortingthe ignition system during normal running when switch'K is closed. Sucharrangement also accommodates the use of a simple door bell type ofinterrupter switch at K.

I claim:

1. A power transmission for driving a vehicle having an engine providedwith an ignition sys- `tem anda throttle; a transmissiondrive-controlling element operabley from a first position to a. secondposition for effecting a step-up change in the transmission drive speedratio and from said second'position to said rst position when operationlof said ignition system is interrupted to' readeasso lieve thrust atsaid element; a. reciprocatory thrust member. movable in a. direction ofthrust transmission from a iirst position thereof to a second positionthereby to eect operation of said element from its said second positionto its said iirst position, said thrust member being movable in a returndirection from its said second position to its said rst position toaccommodate movement of said element to its said second position; poweroperating means for moving said thrust member from its said secondposition to its said rst position; electromagnetic means comprising aflux-generating holding coil adapted, when energized, to releasabl',rhold said thrust member in its said first position and, whende-energized, to release said thrust member for movement thereof to itssaid second position; a spring biasing said thrust member toward itssaid second position; a. governor switch; means for controlling openingand closing of said governor switch as a function of vehicle drive speedsuch that said governor switch will close in response to bringing thevehicle to rest and will open in response to predetermined speed ofdrive of the vehicle; a kickdown switch biased to open position; anaccelerator pedal for controlling operation of said throttle; meanscontrolled by said pedal for closing said kickdown switch in respouse tomovement of said pedal in throttleopening direction; an ignitioninterruptor switch; means operable as a function of movement oi' saidthrust member for controlling said interrupter switch such that saidinterrupter switch is closed when said thrust member is in its said lrstposition and such that saidl interruptor switch opens in response topredetermined movement of said thrust member in its said thrusttransmitting direction; relay means comprising an energizablecontrolling relay coil; a pair of parallel arranged electric circuitseach including a source of electrical energy and said relay coil, one ofsaid pair of parallel arranged circuits including said governor switchand the other including said kickdown switch; an ignition groundingcircuit including said relay means and said interrupter switch; andelectrical holding coil circuit means adapted for control by said relaymeans and including said holding coil; said relay meanabeing soconstructed and arranged as to function, under control of said relaycoil, to control said ignition grounding circuit and said holding coilcircuit means.

2. A power transmission for driving a. vehicle having an engine providedwith an ignition system and a throttle; a transmission drive-controllingelement operable from a first position to a second position for eiectinga step-up change in the transmissiony drive speed ratio and from saidsecond position to said rst position when operation of said ignitionsystem is interrupted to relieve thrust at said element; a reciprocatorythrust member movable in a direction of thrust transmission from a rstposition thereof to a second position thereby to eect operation of saidelement from its said second position to its said liirstposition, saidthrust member being movable in a return direction from its said secondposition to its said first position to accommodate movement of saidelement to its said second position; power operatingrmeans for movingsaid thrust member from its said second position to its said firstposition; electromagnetic means comprising a flux-generating holdingcoil adapted, when energized, to releasably'hold said thrust member inits said rst position and, when deenergized, to release said thrustmember for Amovement thereof to its said second position; a springbiasing said thrust member toward its said second position; a governorswitch; means for controlling opening and closing'of said governor vswitch as a function of vehicle drive speed such that said governorswitch will close in response yto bringing the vehicle to rest and willopen in response to predetermined *speed of drive of the vehicle; akickdown switch biased to open position; an accelerator pedal forcontrolling operation of said throttle; means controlled by said pedalfor closing said kickdown switch in response to movement of said pedalin throttleopening. direction; an ignition interrupter switch; meansoperable as a function of 'movement of said thrust member forcontrolling said interrupter switch such that said interrupter switch isclosed when said thrust member is in its said rst position and such thatsaid interruptor switch opens in response to predetermined movement ofsaid thrust member in its said thrust transmitting direction; a doublepole relay comprising a pair of primary points and a pair of secondarypoints, one of the points of each pair being movable between positionsof engagement and disengagement relative to the other point of suchpair, said movable points being connected such that said pair of primarypoints is relatively engaged when said pair of secondary points arerelatively disengaged and viceversa, a relay spring biasing said movablepoints to one of their positions aforesaid, and a .relay coil adaptedwhen energized to effect movement of said movable points to the other oftheir positions aforesaid; a pair of parallel arranged electric circuitseach including a source of electrical energy and said relay coil, one ofsaid pair of. parallel arranged circuits including said governor switchand the other including said kickdown switch; an ignition groundingcircuit including said interrupter switch and one of said pairs of relaypoints; and electrical holding coil circuit means including said holdingcoil and the other of said pairs of relay points.

3. A power transmission for driving a vehicle having an engine providedrwith an ignition system and a throttle; a transmissiondrive-controlling element operable from a first position to a secondposition for eiiecting a step-up change in the transmission drive speedratio and from said second position to said rst position when operationof said ignition system is interposition to its said first position;electromagnetic means comprising a mix-generating holding coil adapted,when energized, to releasably hold said thrust member in its said firstposition and, when de-energized, to release said thrust member :formovement thereof to its said vsecond position; a spring biasing saidthrust member toward its said second position; a governor switch; meansfor controlling opening and closing of said gov; ernor switch as afunction of vehicle drive speed such that said governor switch Iwillclose in response to bringing the vehicle to rest and will open inresponse to predetermined speed of drive of the vehicle; a kickdownswitch biased to open position; an accelerator pedal for controllingoperation of said throttle; means controlled by said pedal ior'closingsaid kickdown switch in response to movement of said pedal inthrottleopening direction; an ignition interrupter switch;

means operable as a 'function of movement of said thrust member forcontrolling said interrupter switch such that said interrupter switch isclosed when said thrust member is in its said iirst position and such.that said interrupter switch opens in response to predetermined move-`ment of said thrust member in its said thrust transmitting direction; adouble pole relay comprising a pair of primary points, one of the pointsof each pair being movable between positions 'of engagement anddisengagement relative to the other point of such pair, said movablepoints being connected such that said pair of primary points isrelatively engaged when said pair of secondary points are relativelydisengaged and vice versa, a relay spring biasing said movable points toone of their positions aforesaid tending to effect disengagement of saidpair of primary points and engagement of said pair of secmember forcontrolling said interrupter switch such that said interrupter switch isclosed when said thrust member is in its said ilrst position and suchthat said interrupter switch opens in response to predetermined movementof said thrust member in its said thrust transmitting direction; relaymeans comprising an energizable controlling relay coil; a governorrelay' coil circuit including a source of electrical energy, said relaycoil, and said governor switch; an ignition grounding circuit includingsaid relay means and said interrupter switch; and electrical holdingcoil circuit* means adapted for control by said relay means ondarypoints, and a relay coil adapted when energized to effect movementpfsaid movable points to the other of their positions aforesaid thereby toeffect engagement of said pair of pri-l tem; atransmission'drive-controlling element operable from a rst position'to asecond position for effecting a step-up change in the transmission drivespeed ratio and from said second position to said first position 'whenoperation of -said ignition system is interrupted to relieve thrust atsaid element; a reciprocatory thrust member movable element from itssaid second position to its said' in a direction of thrust transmissionfrom a firsty position thereof toa second position thereby to effectoperation of said element from its said second position to its saidiir'st position, said thrust member being movable in a return directionfromv its said second position to its said iirst position to andincluding said holding coil; said relay means being so constructed andarranged as to func,- tion, under control of said relay coil, to controlsaid ignition grounding circuit and said holding coil circuit means.

5. A power transmission for driving a vehicle having an engine providedwith an ignition system and a throttle; a transmission drive-controllingelement operable from a iirst position to a second position foreffecting a step-up change in the transmission drive speed ratio andfrom said second position to said rst position when operation of s'aidignition system is interrupted' to relieve thrust at said element; areciprocatory thrust member movable in a direction of thrusttransmission from a iirst position thereof to a second positiontherebyto effect operation of said rst position, said thrust member beingmovable in a return direction from its said second position to its saidfirst positionto accommodate movement of said element to its said secondposition; power operating means for moving said thrust member from itssaid second Vposition to its said iirst position; electromagnetic meanscomprising a flux-generating holding coil adapted, when energized, toreleasably hold said thrust member in its said first position and, whende-energized, to

.release said thrust member for movement thereof to its said secondposition; a spring biasing said thrust member toward its said secondposition; a kickdown switch biased to open position; an ac.. celeratorpedal for controlling operation of said throttle; means controlled bysaid pedal forl closing said kickdown switch in response to movement ofsaid pedal in throttle-opening direction; an ignition interrupterswitch; means operable as a function of movement of said thrust memberfor controlling said interrupter switch such that said interrupterswitch is closed when said thrust memberis in its said first positionand such that said interrupter switch opens in responseto predeterminedmovement of said thrust member in its said thrust-transmittingdirection; relay accommodate movement of said element toits said second position; power operating means for moving said thrust`member from its said second position to its said first position;electromagnetic means comprising a flux-generating holding coil adapted,when energized, to releasably hold said thrust member in its said firstposition and, when cle-energized, to release said thrust member formovement thereof to its said second position; a spring biasing saidthrust member toward its said second position; a governor switch; meansfor controlling opening and closing of said governorswitch as a.function of .vehicle drive speed such that said governor switch willclose in response to bringing the vehicle to rest and `will open inresponse to predetermined speed of drive of the vehicle; an .ignitioninterrupter switch; means means comprising an energizable controllingrelay coil; a kickdown relay coil circuit including a source ofelectrical energy, said relay coil, and said kickdown switch; anignition grounding circuit including said relay means and saidinterrupter switch; and electrical holding coil circuit means adaptedfor control by said relay means and including said holding coil; saidrelay means being so constructed and arranged as to function, undercontrol of'said relay coil, to control said ignition grounding circuitand said holding coil circuit means.

6. A power transmission for driving a vehicle having an engine providedwith an ignition system; a transmission drive-controlling elementoperable from a first position to a second position for effecting astep-up change in the transloperable as a function of movement of saidthrust mission drive .speed ratio and from said second ment from itssaid second position toits said rst position, said thrust member beingmovable in a return direction from its said second position to its saidfirst position to accommodate movement oi said element to its saidsecond position; power operating means for moving said thrust memberfrom its said second position to its said rst position; electromagneticmeans comprising a flux-generating holding coil adapted, when energized,to releasably hold said thrust member in its said first position and,when rie-energized, to release said thrust member for movement thereofto its said second position; a spring biasing said thrust member towardits said second position; a governor switch; means for controllingopening and closing of said governor switch as a function of vehicledrive speed suchithat said governor switch will close in response tobringing the vehicle to rest and will open in respouse to predeterminedspeed of drive of the vehicle; an ignition interrupterswitch; meansoperable as a function of movement of said thrust' member forcontrollingsaid interruptor switch such that said interruptor switchisclosed when said thrust member is in its said first position and suchthat said interruptor switch opens in response to predetermined movementof said thrust member in its said thrust transmitting direction; adouble pole relay comprising a pair of primary points and a pair olsecondary points, one of the points of each pair being movable betweenpositions of engagement and disengagement relative to the other point ofsuch pair, said movable points being connected such that said pair ofsecondary primary points is relatively engaged when said pair ofsecondary points are relatively disengaged and vice versa, a relayspring biasing said movable points to one of their positions aforesaid,and a relay coil adapted when energized to effect movement of saidmovable points to the other of their positions aforesaid; a governorrelay coil circuit including a source of electrical energy, said relaycoil, and said governor switch; an ignition grounding circuit includingsaid interruptor switch and one of said pairs of relay points; andelectrical holding coil circuit means including said holding coil andthe other of said pairs of relay points. j

7. A power transmission for driving a vehicle having an engine providedwith an ignition system and a throttle; a transmission drive-controllingelement operable from a first position to a second 'position foreffecting a step-up change in the to its said nrst position toaccommodate movement of said element toits said second position; poweroperating means for moving said thrust member from its said secondposition to its said rst position; electromagnetic means comprising aflux-generating holding coil adapted, when energized, toreleasably holdsaid thrust member in its said rst position and, when cle-energized, torelease said thrust member for movement thereof to its said secondposition; a spring biasing said thrust member toward its said secondposition; a

kickdown switch biased to open position; an accelerator pedal forcontrolling operation of said throttle; means controlled by said pedalfor closing said kickdown switch in response to movement of said pedalin throttle-opening direction; an ignition interrupter switch; meansoperable as a function of movement of said thrust member for controllingsaid interrupter switch such that said interruptor switch is closed whensaid thrust mem, ber is in its said first position and such that saidinterrupter switch opens in response to predetermined movement of saidthrust member in itssecond thrust transmitting direction; a dou- Y blepole relay comprising a pair of primary points and a pair of secondarypoints,tone of the points of each pair being movable between positionsof engagement and disengagement relative to the other point of suchpair, said movable points being connected such that said pair of primarypoints is relatively engaged when said pair of secondarytpoints arerelatively disengaged and vice versa, a relay spring biasing saidmovable points to one of their positions aforesaid, and a relay coiladapted when ehergized to eii'ect movement of said movable points to theother of their positions aforesaid; a kickdown relay coil circuitincluding a source of electrical energy, said relay coil, and said`kickdown switch; an ignition grounding circuit including saidinterrupter switch and one of said pairs of relay points: and electricalholding coil circuit means including said holding coil and the other ofsaid pairs of relay points.

8. In a power transmission for driving a vehicle having an engineprovided with an ignition system and a throttle; relatively engageabledrive control elements one being movable relative to the other to effectdisengagement of said elements when operation of said ignition system isinterrupted; a thrust member operable from a rst position thereof to asecond position thereof in transmitting thrust for moving said movableelement as aforesaid; electromagnetic means comprising a flux-generatingholding coil adapted,

when energized, to releasably hold said thust member in its said lrstposition; a spring biasing said thrust mem-ber toward its said secondposition; a governor switch; means for controlling opening and closingof said governor switch as a function of vehicle drive speed such thatsaid governor switch will close in response to bringing the vehicle `torest and will open in response to predetermined speed of drive of thevehicle; a kickdown switch biased to closed position; an acceleratorpedal for controlling operation of said throttle; means controlled bysaid pedal for opening said kickdown switch in response to movement ofsaid pedal in throttle-opening direction; an ignition interrupterswitch; means operable as a function of movement of said thrust memberfor controlling said interrupter switch such that said nterrupter switchis closed when said thrust member is in its said rst position andsuchthat said inter- 4 rupter switch opens in response to predeterminedmovement of said thrust member in its said thrust transmittingdirection; relay means comprising an energizable controlling relay coil;a pair of parallel arranged electric circuits each including. 1

a source of electrical energy and said relay coil,

one of s aid pair of parallel arranged circuits 1ncluding said governorswitch and the other including said kickdown switch; an ignitiongrounding circuit including said relay means and said interrupterswitch; and electrical holding coil circuit means adapted for control bysaid relay means and including said holding coil; said relay means beingso constructed and arranged as to function, under control of said relaycoil, to control said ignition grounding circuit and said holding coilcircuit means.

9. In a power transmission for driving a vehicle having an engineprovided with an ignition system and a throttle; relatively engageabledrive control elements one being movable relative to the other to effectdisengagement of said elements when operation of said ignition system isinterrupted; a thrust member operable from a rst position thereof to asecond position thereof in transmitting thrust for moving said movableelement as aforesaid; electromagnetic means comprising a flux-generatingholding 4coil adapted; when energized. tovreleasably`hold said thrustmember in its said first position; a spring biasing said thrust membertoward its said second position; a governor switch; means forcontrolling opening and closing of said governor switch as a function ofvehicle drive speed such that said governor switch will close inresponse to bringing the vehicle to rest and will open in response topredetermined speed of drive of the vehicle; a kickdown switchbiased toclosed position; an accelerator pedal for controlling operation of saidthrottle; means controlled by said pedal for opening said kickdownswitch in response to movement of said pedal in throttleopeningdirection; an ignition interrupter switch; means operable as a function.of movement of said thrust member'for controlling said interrupterswitch such that said interrupter switch is closed when saidthrustmember is in its `said first position and such that said interrupterswitch opens in response to predetermined movement of said thrust memberin its said thrust transmitting direction; a double pole relaycomprising a pair of primary points, one of the points of each pairbeing movable between positions of engagement and disengagement relativeto the other p oint of such pair, said movable points being connectedsuch that said pair of primary points is relatively engaged when saidpair of secondary points are relatively disengaged and vice versa, arelay spring biasing said movable points to one of thfeir positionsaforesaid, and a relay coil adapted when energized to effect movementofsaid movable points to the other of their positions aforesaid; a pair ofparallel arranged electric circuits each including a source ofelectrical energy and said relay coil, one of said pair of parallelarranged circuits including said governor switch and th other includingsaid kickdown switch; an ignition grounding circuit including saidinterrupter switch and one of said pairs of relay points; and electricalholding coil circuit means including said holding coil and the other ofsaid'pairs of relay points.

10.' In a power transmission for driving a vehicle havingan engineprovided with an ignition system and a throttle; relatively engageabledrive control elements one being movable relative to the other to eiectdisengagement of said elements wh'enoperation of said ignition system isinterrupted; a thrust member operable from a iirst position thereof toa'second position thereof in transmitting thrust for moving said movableelement as aforesaid; electromagnetic means comprising a flux-generatingholding coil adapted, when energized, to releasably hold said thrustmember in its said first position; a spring biasing A( said thrustmember toward its said second position; a governor switch; means forcontrolling opening and closing of said governor switch as a function ofvehicle drive speed such that said governor switch will close inresponse to bringing the vehicle to rest and will open in response topredetermined speed of drive of the vehicle; a kickdown switch biased toclosed position; an accelerator pedal for controlling operation of saidthrottle; means controlled by said pedal for opening said kickdownswitch in response to movement'of said pedal in throttle-openingdirection; an ignition interrupter switch; means operable as a functionof movement of said thrust member for controlling said interrupterswitch such that said interrupter switch is closed when said thrustmember is in its said first position and such that `said interrupterswitch opens in response to predetermined movement of said thrust memberin its said thrust transmitting direction; a double pole relaycomprising a pair of primary points and a pair of secondary points, oneof the points of each pair being movable between positions of engagementand disengagement relative to the other point of such pair, said movablepoints being connected 'such' that said pair of primary points isrelatively engaged when said pair of secondary points are relativelydisengaged and vice versa, a relay spring biasing said movable points toone of their positions aforesaid tending to effect disengagement of saidpair of primary points and engagement of said pair of secondary points,and a relay coil adapted when energized Vto effect movement of saidmovable points to the other of their positions aforesaid thereby'toeffect engagement of saidpair of primary points and disengagement ofsaid pair of secondary points; a

l pair of parallel arranged electric circuits each including a source ofelectrical energy and said relay coil, one of sa'id pair of parallelarranged circuits including said governor switch and the other includingsaid kickdown switch; an ignition grounding circuit including saidinterrupter switch and said pair of primary points; and electricalholding coil circuit means including said holding coil and said pair ofsecondary points.

11. A power transmission for driving a vehicle having an engine providedwith an ignition system4 and a throttle; a transmissiondrive-controlling element operable from a first position to a secondposition for effecting a step-up change in the transmission drive speedratio and from said second position to said first position whenoperation of said ignition system is interrupted to relieve thrustatsaid element; a reciprocatory thrust member movable in a direction ofthrust transmission from a rst position thereof to a second positionthereby to effect operation of said element from its said secondposition to its said first position, said thrust member, being movablein a return direction from its saidv second position to its said firstposition to accommodate movement'of said element to its said secondposition; power operating means for moving said thrust member from itssaid second position to its said first position; electromagnetic meanscomprising a flux-generating holding coil adapted, when energized, toreleasably hold said thrust member in its said first position and, 'whendeenergized, to release said thrust member for'move- 21 biasing saidthrust member toward its said second position; a governor switch; meansfor controlling opening and closing of said governor switch as afunction of vehicle drive speed such that said governor switch willclose in response to bringing `the vehicle to rest and will open inresponse to 'predetermined speed of drive of, the Vehicle; a kickdownswitch biased to closed position; an accelerator pedal for controllingoperation of said throttle; means controlled by said pedal for openingsaid kickdown switch in response to movement of said pedal inthrottleopening direction; an ignition interrupter switch; aninterrupter switch spring biasing said interrupter switch to switch-opencondition; a switch operating member adapted to close said interrupterswitch; lost-motion means comprising a lost-motion spring operablydisposed between said thrust member and said switch operating member,said lost-motion means being so constructed and arranged such that saidlost-motion spring operates through said switch operating member toclose said interrupter switch when said thrust member moves from itssaid second position to its said iirst position and such that saidlostmotion spring will maintain said interrupter switch closed during aportion of the movement of said thrust member in its said thrusttransmitting direction; relay means comprising an ention, under controlof said relay coil, to control.

said ignition grounding circuit and said holding coil circuit means.

VICTOR E. MATULAITIS.

REFERENCES CITED The following references are of record in the iile ofthis patent:

UNITED STATES PATENTS Number Name Date 2,241,631 Claytor May 13, 19412,257,838 Claytor Oct. 7, 1941 2,281,916

Claytor May 5, 1942 Certificate of Correction Patent No. 2,425,889.August 19, 1947. VICTOR E. MATULAITIS It is hereby certified that errorappears in the printed specification of the above numbered patentrequiring correction as follows: Column 17, line 41, claim 6, strike outthe Word secondar]; and that the said Letters Patent should be read withthis (rection therein that the same may conform to the record of thecase inthe Patent Signed and sealed this 4th day of May, A. D. 1948;`-YV-Y THOMAS F. MURPHY,

Assistant Uommz'ssz'oner of Patents.

